With the Next G, Infiniti Tries to Rediscover Its Driver's Soul

Nearly a decade ago, the Infiniti G burst onto the scene as a solid competitor to the BMW 3-Series. Today, it's getting little long in the tooth. Here's how Infiniti can come back in force with the 2014 G.

I've just spent a week driving the Infiniti G37S, a car that's due for a major update early next year. But during that drive, I kept thinking about another car—the G35, the G37's predecessor—and what an act of sheer hubris it was for Infiniti back in 2003.

The original G was aimed squarely at BMW's 3-series. And I, and a lot of the automotive press, figured Infiniti stood precisely zero chance. Sure, the Nissan 350Z chassis on which the G was based was impressive, but Infiniti? This was the also-ran of Japanese luxury-brand assault. There was the undisputed king in Lexus. There was feisty Acura, making cars like the Integra that we in the automotive press still mourn. And then there was Infiniti, without anything but warmed-over Nissans and a flagship Q45 aimed at Mercedes' S-Class, minus the prestige or brand lineage to make that idea work.

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But then, seemingly out of nowhere, came the G. Here was a rear-wheel-drive sports sedan with honest muscle that could directly rival BMW. It handled great, and, long before Cadillac figured this out with the CTS, Infiniti hit upon a winning formula to compete against BMW: Offer roughly 5-Series space at a 3-Series price, along with excellent dynamics, a great manual gearbox, and luxury amenities and you'll sell cars. Lots of 'em.

Curiously, despite the G's success, rivals like Audi and Lexus didn't follow suit. Arguably, European brands couldn't go bigger, with their home markets preferring A4/3-Series/C-Class–size vehicles. Lexus never quiet nailed the formula with their own GS cars, or with the smaller IS.

Nearly a decade later, I find myself behind the wheel of the 2012 G37S (about $41,500), a car that shows Infiniti had the math right from the beginning—but needs to play a little bit of catchup now that the G feels longish in the tooth (the last refresh was in 2009, when the V-6 beneath the hood was boosted to 328 hp).

What Infiniti should keep when the 2014 G debuts (probably next spring) is the excellent chassis dynamics of the present car. Driving the G37S on everything from bombed-out New England tarmac to freshly paved and rolling country lanes, this car proves that Nissan/Infiniti know how a great car should isolate the worst chatter and never be upset by it, while rewarding the driver with communication and confidence.

But though the 3.7-liter V-6 has boatloads of torque and passing power on par with anything in this class from Germany, Asia, or the U.S., Infiniti has some work to do. This is hardly as flexible a powertrain as BMW's inline sixes, or as quick to respond (or as frugal) as directly injected, turbocharged fours that are bounding up from all comers lately.

Also, the G37S is a porker, weighing in at 3709 pounds. The upshot is just-okay fuel economy of 17/25, while BMW's 300-hp six gets 20/30. That weight can make hurdling the G37 around tight turns sweaty work.

As a result, the original Infiniti G that I keep thinking about, which once won shootouts in magazines such as Road & Track and Car and Driver, has become an also-ran with the current car. To win again, Infiniti needs to follow its own template from the original G35: Show some daring.

Step one is to go lighter, of course, and Infiniti surely will. And keep an eye on that exceedingly sure-footed feel (rivals such as the Caddy CTS, Audi A4, and 3-Series all have this in spades). But keep the car exciting. That was what came through on the original G35; it was a driver's car in a luxury-sedan suit.

How could Infiniti go wrong? By dumbing it down. Go soft and Infiniti will lose the soul they did such a great job to create back in 2003.